Control apparatus for discharge valves



953 v. E. LAGRANGE ETAL 2,653,459

CONTROL APPARATus Fo DISCHARGE VALVES Filed July 18, 1949 5 Sheets-Sheet l Vlcfor E. 10 Grange Dan/e 4/. Parme s an llvvf/vroRq A TTOR/VEYJ' Dec. 22, 1953 v. E. LAGRANGE ET AL 2,663,459

V CONTROL APPARATUS FOR DISCHARGE VALVES 5 Sheets-Sheet 2 Filed July 18, 1949 s e s, my 3&1 n w aw T T m mmd Pp A E r 0 1953 v. E. LAGRANGE ET AL 2,663,459

CONTROL APPARATUS FOR DISCHARGE VALVES Filed July 18, 1949 5 Sheets-Sheet 3 0 V/czor E. LoGrange DOn/e/ d. Parmesan 1N VENTORJI ATTORNEY:

Dec. 22, 1953 v. E. LAGRANGE ET AL 2,663,459

CONTROL APPARATUS FOR DISCHARGE VALVES Filed July 18, 1949 5 Sheets-Sheet 4 111/1111/1 E, Don/e/ U. Parmesan M 5 EJW 22 ATTORNEYJ Dec. 22, 1953 v. E. LAGRANGE ET AL 2,

CONTROL APPARATUS FOR DISCHARGE VALVES 5 Sheets-Sheet 5 Filed July 18, 1949 V/cf0r 6'. La Grange flon/e/ d. Parmesan INVENTORJ Patented Dec. 22, 1953 2,663,459 CONTROL APPARATUS FOR DISCHARGE VALVE Victor E. Lagrange, Lake Charles, La., and Daniel J. Parmesan, Houston, Tex., assignors, by mesne assignments, to Chiksan Company, Brea, Calif., a corporation of California Application July 18, 1949, Serial No. 105,308

18 Claims. 1

This invention relates to new and useful improvements in control apparatus for discharge valves. The invention relates particularly to a control apparatus for the main discharge valve of a fluid-transporting vehicle, such as a tank truck.

In the transportation and delivery of fluids, such as butane, propane and the like the usual vehicle or truck is provided with a fluid-containing tank having a main discharge valve for controlling the discharge of fluid from said tank and for safety purposes it is required that this main discharge valve be closed while the vehicle is in transit. The fluid is pumped from the tank as desired by a pump which is actuated by the power take-off of the truck and before discharge of the fluid is possible the main discharge valve must be opened; ordinarily this valve has been manually operated. Not only is manual actuation of the valve of considerable inconvenience to the operator but also the fact that manual operation is depended upon, it many times occurs that the operator overlooks closing said main valve after making a delivery with the result that the vehicle subsequently transports the fluid with only the usual stop cock or hose valve preventing fluid discharge. Under this latter situation, the development of a leak in the discharge hose will result in an undue discharge of fluid as well as the creation of a fire hazard. Another major disadvantage of the present manually-operated main valve is that in the event the vehicle motor or engine should stop for any reason while delivery is being made, the main valve remains open. If the motor is stopped due to fire it is immediately apparent that the open main valve increases the flre and explosion hazard because during the delivery period, the operator is not ordinarily in the immediate vicinity of the vehicle since he is-usually attending the discharge hose.

It is, therefore, one object of this invention to provide an improved control apparatus for the main discharge valve of a tank truck or similar vehicle or for the main discharge valve of a bulk plant which will automatically control the opening and closing of the main discharge valve in accordance with operation of the motor and the power take-off of said vehicle or in the case of a bulk plant in accordance with the operation of the motor or operating engine for the pump of said plant, whereby said valve cannot open unless the power take-off is engaged and the motor or engine is operating to assure that said valve may be opened only when delivery is being An important object of the invention is to provide a control apparatus for the main discharge valve of the fluid tank of a tank truck, which apparatus has means for automatically closing the discharge valve in the event the vehicle motor stops for any reason during the time that a delivery from the truck is being made.

Still another object is to provide a control apparatus which is completely automatic in operation and which controls actuation of..the main discharge valve in such manner that said valve is always closed during normal operation or travel of the vehicle, and may be opened only when the power take-off is engaged and the motor of the vehicle is operating, whereby the human element and dependence upon the operator to open and close said main valve at the proper times is completely eliminated.

A further object is to provide a control apparatus wherein the 'same manual operating element which engages and disengages the power take-off of the Vehicle with the delivery pump is utilized to connect and disconnect the discharge valve with a control unit operated by the vehicle motor, whereby said valve is automatically actuated simultaneously with the power take-oil".

Still another object is to provide a control apparatus, of the character described, wherein the main discharge-valve may be actuated by the engine vacuum of the motor vehicle engine, or may be actuated by a pressure system operated by said engine, whereby halting of the operation of the engine will automatically eifect closure of the valve.

A. still further object is to provide a control apparatus wherein electrical means may be em ployed for operating the main valve or wherein a mechanical means may be used; the apparatus including a means controlled by the vehicle engine for functioning in conjunction with either the electrical or mechanical operating means to assure automatic closing of said main valve in the event that the vehicle engine stops for any reason when said valve is open.

Still another object 'of the invention is to provide an improved apparatus of the character described, wherein the main discharge valve is actuated in conjunction with the delivery pump whereby said valve is automatically opened when the pump is operated whereby assurance is had that liquid will flow to the pump when the same is actuated to thereby prevent possible damage to the pump by operating the same dry.

A further object of the invention is to provide an apparatus, of the character described, wherein the main discharge valve may be controlled by an engine which also operates the delivery pump, with said engine being either the engine of the vehicle or a separate engine mounted on the ve hicle bed.

The invention will be, describedherein as em ployed in controlling the main discharge valve of a tank truck but it is pointed out that it may be employed for controlling the discharge valve from a stationary tank or vessel wherein the dis-. charge pump is operated by an engine or motor.

Other and further objects. at this, invention willappear from the following description,

In the acc mp ny rawin s which. form a part of the instant specification and which are, to be read in conjunction therewith, and wherein like reference numerals are used to indicate like parts in the various views:

Figure 1 is a view of a control apparatus constructed in accordance with the; invention. and showing thesameappliedto. the usualv tank ruck,

F g re 2 is an isometric. view of.- the main. dis: charge valve and, its actuating. unit.

ure 3 is a transverse: vertical section l. View taken trough the. discharge. valve.

Figure, 4 is an end elevation of, the valve, an its associated actuating unit,

Figure 5. is an enlarged elevation of the vacuum control valve,

Figure 5a is a sectional view of. said valve,

Figure 6 is a. partial plan view of the usual power take-ofi of the motor vehicle. or truck,

Figure 7 is a partial side elevation of the power take-oft actuating unit,

Figure 8 is an elevation of a modification of a manifold which is employed on multiple compartment tanks,

Figure 9 is a view of a modification partly in section and partly in elevation; and illustrating the main discharge valve operated by a pressure, rather than a vacuum means;

Figure 10 is a schematic. wiring diagram of a modification of the control apparatus with the power take-off and the discharge valve operated electrically,

Figure 11 is an enlarged detail of the electrically operated discharge valve,

Figure 12 is a wiring diagram of a modification of a selective switch panel which will be em-. ployed in multiple compartment tanks when electrical means is utilized to actuate the discharge valve,

Figure 13 is a view similar to Figure 1 of a modification illustrating the discharge valve and the power take-off actuated by a mechanical meanswith the valve closed and the power takeoff disengaged, and V Figure 14 is a partial elevation showing the apparatus of Figure 13 in a position with the valve open and the power take-off engaged.

In the drawings, the numeral l0 designates an ordinary or usual transport vehicle for transporting fluids or liquids and said vehicle includes the usual fluid tank H. The tank is mounted on the vehicle or truck bed and in Figure 1 is shown as a single compartment tank having a discharge pipe !2 through which the fluid may be discharged from said tank. An outlet line or conduit I3 is connected with the discharge pipe l2 and extends to the inlet side of a fluid pump [4. When the pump is o erated fluid is drawn from the tank through, the line I3 and is passed upwardly through a pipe 15 to a flexible delivery hose IS. A suitable filter l1 and meter [8 are connected in the pipe 15; A stop cockv i9 is ordinarily mounted in the outer end of the delivery hose I B and the usual loading end or connection is secured to the end of the hose. Th pump I4 is operated through the usual power take-off 2|. oi the truck and when said pump, is actuated, fluid; is, Withdrawn fronr the; tank; 1.! and is discharged through the delivery hose Hi. The foregoing arrangement is usual with fluid transport trucks an the particular details of the pump,

t filter, meter and delivery hose are, of course, subject to variation.

It has been thepractice to connect a main discharge valve ll the line [3 and said valvev has heretofore, beer; manually operated. In accordance with saicty regulations concerning the transporting oi butane, propane and other volatile fluids the main discharge valve in line 13 is recruited. to be closed during movement of the vehicle. Because this valve has heretofore been manually per ed, oper o m st be pended upon to closethe al e-af r ach de i er stop and, ii such ma n discharg valve is no c osed. he. fluid, r m he ank may 1 W nto h de i ry h sewi h the s p coo 1 ro din he only means for preventing escape of the fluid; t. s apparent ha the flexible hose is m e a a develop leakage and therefor i is not. t iaetorv to depend upon the stopc '9 p venting unintentional discharge of fluid from the tank.

In carrying out. the present invention the usual manually operated discharg valve is replaced by a mai-n discharge valve 2-2 which is connected in th outlet line l3 between the discharge l2 and the. pump. 1% it. being preferable that the valve be disposed adjacent the discharge [2. As illustrated, the valve body 23 has connection through a short, nipple 2,4 and elbow 25 with the discharge pipe. tructure of the discharge valve i clear y sh wn n. Fi e 3 a d 4 n ncludes a flow passage 26 in the lower portion of its housin 2.3... his passage. h v n e d municat n w th he d s h r e, ipe With its oppos te end ommuaicatins with the out e line An annular valve seat. 2 surr und h f pass ge 26 int rmediate its ends nd a, v lv member 28 is adapted to. en a e id s a h upper portion of the valve member extends upwardly int a. cav ty 2% in. the upper or n f: the valve hous n and is, secured to the end of a rotatable operating haft. 3.0. W the shaft is rotated the valve member 28 is swung either into alignment with the flow passage 26 to close flew therethrough or out of alignment with said flow passage ta permit the fluid from the tank to flow to the outlet pipe [3. It is noted that this type of valve is, of usual construction and the invention is not, to be limited to any particular type of main discharge valve.

For opening and closing the main discharge valve 22 in accordance with the operation of the motor of the vehicle It, the outer end of the valve actuating shaft 30 has an operating arm 3| secured thereto. The upper end of the arm is connected to one end f a ope n r d 3 which has its opposite end extending into a diaphr sm cas no 3 and connect w th an operating diaphragm 34. The diaphragm casing is supported by means at a b acket 3 which bracket is fastened. t the. uppe e d of t e valve housing 23. One s de of the diaphra m 34 s e posed th ough vacu m ines 5 nd 35a t t e intake manifold .A o t e eng or or of the vehicle It, Although hown as connected to the vehicle engine intake, the lines 35 and 35a may be connected with a separate engine which is sometimes mounted on the truck bed for operating the pump l4.

A vacuum control valve B, which will be hereinafter described, is connected between the lines 35 and 35a and when the engine is operating and the valve B is open the suction is applied to one side of the diaphragm 34. This suction will create a vacuum in one side of the diaphragm casing whereby the operating rod 32 swings the actuating arm 3l and imparts rotation to the valve shaft 30, thereby swinging the valve ele ment 28 to an open position. It is thus apparent that when the vacuum control valve B is open the suction of the engine is utilized to automatically open the discharge valve; if the engine of the vehicle should stop for any reason, the vacuum in the diaphragm casing and acting upon one side of the diaphragm 34 is relieved and a coil spring 35 acting on said diaphragm in a direction opposed to the suction will return the diaphragm to a neutral position which will swing the valve element 28 to a closed position. A torsion spring 31 may surround the shaft of the valve element and constantly exerts its pressure to urge the valve element toward a closed position. It thus becomes obvious that the valve is spring closing and is adapted to be moved to an open position by the vacuum or suction of the vehicle engine or motor. Since both springs 36 and 31 are acting in the same direction, it is apparent that either one may be made of Sllfilcient strength to close the valve element in which the second spring may be omitted.

The vacuum control valve B which is of ordinary construction and which may be purchased on the open market is mounted upon a supporting bracket 38 (Figures 5 and 5a) bolted or otherwise secured to the dashboard lea of the vehicle. The valve has a central passage 33 having upper and lower valve seats at and M and the line a from the engine suction is connected to the lower end of the passage while the line 35 connects to the passage intermediate the valve seats. An air vent port 42 extends from the upper valve seat and a double valve having an upper valve Mia and a lower valve ilacarried by a single valve stem 43 is movable relative to the seats and 4!. The double valve is so arranged that when in a lowered position the upper valve element 46a is seated and the lower valve element Ma is open so that communication between the lines 35 and 35a is had while the air vent port 42 is closed. Raising oi the double valve unseats the upper valve sea and seats valve did to close oil communication between lines 35 and 35a and at the same time establishing communication between line 35 and atmosphere through the port 42. The valve has the line 35 connected to one side thereof with the line 350. connected to its opposite side whereby said valve will open or close communication between these lines.

The valve stem 43 of the valve B is adapted to be raised and lowered by a pivoted operating lever 43d. For manually swinging the lever the outer end of said lever is formed with a collar 4327 through which an operating cable l4 extends. Stop collars Ma are adjustably fastened to the cable t4 and as said cable is moved the stop collars 43a engage the collar 43b to impart a swinging movement to the lever 43a. The operating cable 4 3 extends through a flexible conduit 43b and is connected to a manually operable hand knob mounted on the instrument panel [5b of the vehicle. The provision of the adjustable collars permit the cable 44 to travel a substantially greater distance than the stroke or travel of the operating lever 43a.

With the parts in the position shown in Figure 5 the vacuum valve B is in a position with the lower valve 41a closed to shut ofi communication between the lines 35 and 35a and is held so by the engagement of the lower stop collar Me with the collar 431). In such position, the motor or engine of the vehicle may be operated without afiecting the valve B with the result that the suction cannot pass to the operating diaphragm 34 of the main discharge valve 22 and thus, the vehicle may move in transit without any possibility of the main discharge valve being opened. When the cable 44 is moved downwardly in Figure 5 the upper stop collar 44a engages the collar 43b of the valve lever 43a and moves the valve stem 43 downwardly with the result that the lower valve element 4la of the vacuum control valve B is opened and the upper valve element 4a is closed; if the engine is operating the suction is applied through the lines 35a and 35 to the operating diaphragm 34 of the discharge valve 22 to open said valve. In the event that the engine or motor of the vehicle should stop for any reason whatever while the lever 43a of the vacuum control valve B is in the dotted line position of Figure 5, the suction to the operating diaphragm 34 of the discharge valve 22 is lost and the main valve 22 is closed by the action of the springs 36 and 31.

From the foregoing, it will be seen that the manually controlled cable44 functions to operate the vacuum control valve B to establish or shut off communication between lines 35 and 35a. When communication between the lines 35 and 35a is established the engine vacuum maintains said valve open so long as the engine is operating and automatically closes said valve if the engine stops.

As illustrated, the main discharge valve is controlled by the vehicle engine and the pump 14 which pumps the fluid through the delivery hose I3 is shown as actuated by the power take-off 2| of the vehicle. If a separate engine is employed for the pump, the main discharge valve will be controlled by the suction of such auxiliary engine. The power take-oil illustrated herein has the usual connection with the transmission I00 of the vehicle and its engagement or disengagement is controlled by an actuating arm 41 which when swung is adapted to either engage or disengage said power take-oil. "When in engaged position the power take-off will drive the pump l4 and when in disengaged position the pump will be idle.

For swinging the actuating arm 47 of the power take-off to control the engagement or disengagement of said power take-off, an operating cable 48 has one end secured to the connecting block 49 which is secured to the upper end of the arm 41. The cable extends through a conduit 50 which has its opposite end connected to the hand knob 45 on the instrument panel of the engine. With this arrangement, a movement of the hand knob simultaneously operates the cable 48 which is connected to the power take-off actuating arm and also operates the cable 45 which controls the vacuum control valve B. The cable 48 has its end adjustably connected to the block 49 and is clamped thereto by a suitable clamping screw 49a and thus, the cable may be connected in variousadjusted positions; this ad stmen to ether th di-iistah e s ep elis 4 1 en, ble 4. erriei pre t a el f ach abl 4% and .4 b the hi iteen he single hand knob 45. Actually the stroke of the power takeeofi' a m 4'! i greater than the stroke of the valve lever 43a and the arrangement allows both cables to travel the same distances while m a in h required mo ement to the rm a d lever. The cables 44 and 48 are so connected to the vacuum control B and to the power take-oh actuating a m 4? haw 1th th no in i s n a position the vacuum valve 13 is a closed posii u t n 91f vacu m r m t mai a ve 2 and the actuating arm 4] is in a position disene e the p wei'" tales-eff 2'.- At stit tim the me er h le m bee erat d in a n m m ner and the main discharge valve 22 is maine ed in e e -eel p s t ea It is e d t th t e main discharge valve cannot open. until such time as the vacuum controlvalve B is actuated to establish communication between the lines i and 3M- h p a deli e s be made it is necessary that pump 14 be operated and in order to operate said pump the power take-,ofi 2i must be engaged. is well known, when the pow ekeeos is en a ed, it s im o s le to drive the vehicle in a normal manner. Thus, when delivery is to be made the hand knob 45 is pulled outwardly with respect to the instrument panel and this imparts movement to the cable 48 which is connected to the power take-off actuating arm 47 and at the same time imparts a movement to the cable 44. The movement of the control cables 44 and 48 imultaneously engages the power take-ofi 2! and actuates the vacuum control valve B whereby the ehsi e ee iph s applied o t e operating ie phragm 34 of the main discharge valve 22; at the same time the power take-ofi 2lis engaged to operate the pump l4 and thus fluid is pumped outwardly or discharged through the flexible hose :6. It is noted that by engaging the power take-. off at the same time the main valve is opened said valve is op d at the Same time that the pump begins operation and thus damage to the pump, due to its being operated dry, is obviated. The discharge of fluid will continue during the delivery but in the event the engine of the vehicle should unintentionally stop ,for any reason whatsoever this will result in the loss of engine suction to the operating diaphragm 34 of the main valve and the springs 36 and 3! immediately close said main discharge valve 22.

It might be pointed o t that in making the delivery of fluid irom a tank truck of the character described, the operator is usually concerned with handling the delivery hose [5 during the de-. livery period and is not in the immediate vicinity of the vehicle. Therefore, if the engine or motor of the vehicle unintentionally stops operation, the apparatus will immediately and automatically close the main discharge 22 and the fire hazard is greatly reduced.

Assuming that the delivery period is completed without any unintentional halting of the engine operation, the hand knob is again operated to disengage the power take-off through the cable is a d o s m l neously a tua e the vacu m control valve 13 through the cable 44. Disengagement oi the power take-oil? immediately stops the pump l4 and closure of the vacuum control valve B shuts off the suction being applied to the operating diaphragm 34 of the main dischar e valve a d s mu taneousl nt he l e as t ethiesehe e. whereb said. valve cl se-x he lean-pal ee i q 5mp 45 is eehlieet d ie both the pew tehe ef and the vacuum control valve B it would be impossible to operate the truck or vehicle in transit until the nia n di charge al e is os As ha been noted the vehicle cannot be operated in a nor: m manne wi h h se er a e-e engaged nd it the arra g men d s ribed herein e disengagement of the power take-ofi also results a lo kin 0 t e, cuum eeii el a e 13 i a h si i n huttin ef the s et ii r m th ie ph asm 34 oi the ma n el' s t a it is essu s that the ma a ve 2 l e e s d he tore h vehicle sieves ve the w As,- here ei ie desc ibed th tan H f h ehi le has been hdieeie as a sin co par en an but an ea s the t nk m e subdivided by he itieus hte s er l com a m nts I sue ase a mani ol 5 as l at d i Fi r 8, Weuhl he em l ye The b c e 5? Q-1 d exte d h m. ae com a tment and ach branch has a head alve is co nected therein fer eh rellihs; 3 w irp th sp t ve om rtment- The mahii ld 5 w l have connection ith the eilt et lii [3 lead n to he p p and he. main d schar e alve 32 is inte posed her-i twe n the manifold 5! and said outlet line. The operation would be exactly as heretofore described except that how will be selectively from any one of the plurality of compartments.

11 gur s themain d h rge valve 22 has been illustrated and described as operated by means i. e en ne acuum throu h the op: erating diaphragm 3 4. However, the valve 22 may be moved to an open position by pressure instead of vacuum and in Figure 9 an arrangement whereby the valve is pressure actuated is shown. Referrin to this figure, the operating arm 3! of the Valve 22 is connected by a piston rod with a piston 56, said piston being movable within a cylinder 51. A coil spring 58 normally urges the piston in a direction within the cylinder which will swing the valve arm 31 in a direction to close the valve element 28. When pressure is applied to that side of the piston 56 which is opposite the spring the piston is moved in a direction to open the valve element 28.

For applying a pressure to the end of the cylinder 5'! a pressure line 59 is connected therein and this line extends through a pressure control valve B which is somewhat similar in construction to the control valve B. A pressure line 59a extends from the vacuum control valve B to a'pressure pump and reservoir 60, which pump is actuated by a pulley BI and belt 62' which are driven from the fan Id of the motor vehicle engine. A relief or by-pass line 5% extends from the vent passage 42 of the pressure control valve B to the intake side of the pump and reservoir and the cable 44 heretofore described actuates the lever 43a of the valve B. The pump 60 is constructed so that its moving parts are provided with a bypass clearance and when the engine is operating with the valve B closed there is merely a bypass of fluid through the pump. At such time the main discharge valve 22 will be closed.

When the cable 44 is operated through the hand knob 45 to actuate the pressure control valve B to establish communication between lines 59 and 59a, pressure is applied through said lines to the piston 56 and the main valve 22 is opened. It is noted that in thi form the power take-off 2| which is not illustrated in Figure 9 will be simultaneously actuated through its cable :8 nd thus, the eeht ol. a ve B is pened i multaneously with the engagementof the power take-off means. If the engine should stop for any reason during the delivery period the pump stops and no pressure is applied to the piston 56 whereby the spring 58 as Well as the spring 3'! surrounding the operating shaft 30 of the main valve may close the main valve element 28. Any pressure fluid in the line 59 and 59a are forced back into the reservoir through the clearances around the parts of the pump. Just as in the first form, the cable 44 may be utilized to actuate the valve B to shut off pressure to the piston 56 while the engine of the vehicle is operating in transit.

In some instances, it may be desirable to actuate the main discharge valve and the power take-off 2| by electrical means and in such case an electrical mechanism, as illustrated in Figure 10, may be employed. In this case the actuating arm 3! of the main discharge valve 22 is connected with a movable rod 63 which may form the core of an electrical solenoid 64. A coil spring 65 normally urges the rod 63 in a direction maintaining the main valve closed and when the solenoid 64 is energized the rod 63 is moved in an opposite direction to open the main valve. The actuating arm 41 which controls the engagement or disengagement of the power takeofi is connected to a rod 66 which has connection with the core of a second solenoid 61. A coil spring 63 normally urges the rod 66 and actuating arm 4'! in a direction disengaging the power takeoff 2 l When the solenoid 61 is energized the rod 66 is attracted and moved in a direction to engage the power take-off.

. The solenoids 64 and 61 are connected in the electrical circuit of the ignition system of the motor vehicle and the ignition switch 69 is schematically illustrated in Figure 10. In addition to the switch a control button switch is connected in the circuit and this button may be on the instrument panel Nb of the vehicle. A safety switch ll is also connected in the circuit and is normally maintained in a closed position by a vacuum operated diaphragm 12, which diaphragm has one side exposed through a line 13 to the intake manifold of the engine. I The diaphragm is connected to the switch through a suitable linkage M and a coil spring '15 normally acts in a direction opposite to the suction to which the diaphragm is subjected.

With the ignition switch 69 closed and the engine operating, the vacuum acting on the diaphragm 72 holds the switch H closed. However, at

this time the control switch 70 is open and solenoids 6 3 and 6'! are de-energized whereby the main discharge valve 22 is closed with the power take-01f 2| disengaged. When a delivery is to be made the control button switch 10 is depressed to close the circuit to the solenoids 64 and 61 and this results in an opening of the main discharge valve and engagement of the power take-off. So long as the motor or engine of the vehicle continues to operate, the suction acting on the diaphragm 12. holds the switch 1 I closed and the solenoids remain energized; however, if the motor or engine should stop the coil spring will immediately open the switch II to de-energize the solenoids 64 and 51 and thereby close the main discharge valve and disengage the power take-01f. If the motor or engine continued to run throughout the delivery period the circuit to the solenoids 64 and 61 is'manually opened by operating the control'button l0 and at such time the discharge 10 valve is closed simultaneously. with disengagement of the power take ofl'. 7

In the event that an electrically operated apparatus is employed with a multiple compartment tank then an additional switch panel 16 as illustrated in Figure 12 is employed. This switch panel includes a plurality of switches ll, each of which is associated with a solenoid 64c and each solenoid 64a is associated with the outlet valve for each compartment. Opening of all but one of the switches will close the electrical circuit to one or" the discharge valves for one of the compartments and when the control button 10 is actuated the discharge valve for a particular compartment will be opened. The solenoid 64a associated with the discharge valves of the other compartments will not be affected since their respective switches will be in an open position. The switches l! are manually actuated to permit selective discharge from any desired compartment of the tank.

The feature of the present invention resides in the fact that the main discharge valve 22 is simultaneously opened with the engagement of the power take-off and is simultaneously closed when the power take-off is disengaged. During the period that the main discharge valve is open the arrangement is such that the engine of the vehicle will control the position of the discharge valve and so long as the engine operates said main discharge valve remains open. However, if the engine should stop during the delivery period the main discharge valve is automatically closed.

Another modification of the invention is illustrated in Figures 13 and 14 wherein the main valve 22 and the power take-off 2| are controlled solely by mechanical means. In this instance an endless cable which is supported on suitable pulleys 8| is connected at 82 to the actuating arm 3| of the main discharge valve. A'second endless cable 83 supported on suitable pulleys 84 is connected at 85 to the actuating arm 4"! of the power take-off. A pivoted hand lever 86 is arranged to have its lower portion connected at 81 to the cable 80 and at the point 88 to the cable 83 and a coil spring 89 constantly exerts its pressure to urge the lever 86 in a direction which will move the valve 22 to a closed positionandwhich will disengage the power take-off. When the lever 86 is moved to the dotted line position shown in Figure 13 the cables 80 and 83 function to open the main valve 22 and to engage the 'power t'ake off mechanism.

For latching the hand lever 86 in itsdotted line position in Figure 13 or its full line position in Figure 14 maintaining the valve open and the power takeoff engaged, a spring pressured 1atching pawl 99 is adapted to engage the extreme lower end of said lever. This pawl normally is held in a lifted or raised position by a diaphragm 9! which has its upper end exposed through a suction line 92 to the intake manifold of the motor of the vehicle. Thus, so long as the motor or engine of the vehicle is operating the lever 86 is latched in the position shown in Figure le and the main discharge valve is open with the power take-01f in engaged position. If the operation of the engine is halted the suction acting on the upper surface of the diaphragm 9| is relieved and a coil spring 93 immediately moves the diaphragm, as Well as the pawl connected thereto downwardly out of the path of the lower end of the hand lever 86. The'coil spring 89 then swings the hand lever back to its full line position shown in Figure 13 to actuate the cables 80 and 83 to close the main discharge valve and disengage asserts the power take-off; If the: engine or motor; op-

erates properly during the delivery; period the lockingpawl may be depressedby suitable manual means such as a. foot pedal or if desired, the vacuum.control,valveBicontroIld by the cable 4'4. y e m unted; the line 92;: release of the pawl permits releaseof the hand lever 86' to close the valve anddisengage the power take-off;

in all forms of' the invention the main discharge valveis adapted to, be actuated, simultaneously with the operation of the discharge pump Asillustrated, the pump, is actuated. by the power. take-off with the vehicle engine con.- trolling. the mainvalve but it is apparent that the invention may be applied to an auxiliary engine if such is used for actuating said pump. Inthis manner, the valve cannot: be opened until. the pump-a is operated. and similarly will always be closed when the pump is shutoff at the end of the delivery period. The provision made in all formsfbr a. control, actuated by. an engine whereby, in, the, event said. engine is unintentionally. halted during the delivery. period the main discharge valve is closed.v When the pump is actuated by the-power take-oft. of. the vehicle with the main, valve controlled by. the vehicle engine, the motor vehiclecannot be operated in a. normal manner," unless the power. take-ofl is disengaged and since the, main discharge valve is always closed upon, disengagementof the power takeofiit becomesevident, that any time thevehicle is moving. in a normalmanner the main discharge valve must be closed. It. is apparent that the operation issubstantially. automatic and the human element with, respect to controlof the main disfor; in such.case,.,the control cable. 44'' which opcrates the controlivalve BorBj'. will be connected to the lever, whereby, aetuationot thecontrol valve is accomplished simultaneously,v with operationoi-the poweritake ofil It is ,noted'that the variousforms of, the invention as disclosedhereinmaybe interchangeably used, that is, the valve 3 maybe cable-actuated. with. the power take-off electrically controlled or the power take-oil may be pressure-operated while the valve electricallytoperatem 0bviously, any one of a number oflc'ombinations may be employed within the scope of the, invention...

From the foregoing, itwill be seen that this inventionis oneweIladapteclto attainall of the end and objects of the invention hereinabove set forth, together. with other advantages which aregobvious and'which are, inherent to the. structure.

It-willbe understood thatcertain features and subcombinations. areof utility, andlmay be employed without reference to otherv features and 1. The combination with-lamotorvehiclehavr ing' an engine-actuated delivery pump and also 1 2 having a tank'provifd'ed'with a main discharge valve for controlling the discharge of fluid fromsaid tanlg of a control apparatus including, actuating means connected with the discharge valve for controlling operation thereof, actuating means connected with the engine for' opera-ting the pump, a single manuallyeoperated element having connection with the valve actuating means: and with the pump actuating means for simultaneously opening the discharge valve and operating the pump and for simultaneously closing the discharge'valve-anddiscontinuing operation of'the pump; and means independent of the manually. operated element and controlled by theengine which operates the pump for closing the dischargevalve in the event that the operation of the engine is halted. I r

2'. Acontrol apparatus for the main discharge valve" of the fluid tank of a transport motor vehiole wherein the vehicle is provided witha fluid discharge pump" adapted to be; operated bvth'e' power take-off of the vehicle, said apparatusin eluding, a vacuum-operated actuating unit 0011" nected with the discharge valve for opening said valve when suction is applied to said unit, and for closing the valve when thesuetion' is released, a vacuum line extending from the suction side of the motor'to said unit-whereby the motor vacuum is utilized to open the discharge valve, a; control valve mountedv the connection between the actuating unit andithe motor and exposed tothemotor vacuum which holds said valve open when the engine is operated, and which automatically closes the dischargevalve' when the motor stops; and amanual control means connected with the control valve for manually closing saidvalve independently of the motor suction to perm-itoper ation of the motor while-the discharge valveis closed:

3. control apparatusfor the main discharge valve of the fluid tank of a transport motor vehicle wherein the; vehicle is provided with a fluid dischargepum=p ad aptecl to be operated by-the power take-01f of the vehicle, said apparatus including, avacuum-operated actuating unit connected' with the discharge valve foropening said valve when suction is applied to saidunit, and for closing the valve; when the suction is re: leased, a; vacuum; line extending fromthesuction side of themotor to said-unit whereby-the motor vacuum is utilized to open the discharge valve, acohtrol'valve mounted in the connection between the actuatingiunit and the motor and exposed" to the motor vacuum-1 which holds; said valve open when the engine is; operated; and which automatically closes the discharge valve when the motor stops, actuating means for' errgag-ing and disen ging the, power taik dfii a manual control elementconhectedtdsaid actuat ing means, and meansconnecting the control element with the control"- valve; whereby thec'olr trol valve is released'for opening movement-by the motor vacuum simultaneously-with engagement of the'powertalie-off and isclosed simul taneously with. the disengagementor said power take-off.

4:- A ntrol pparatusfor the main discharge valve of the fluid-tank ofa transport-motorwah cle wherein thejvehiclei's provided with: apfiuid discharge pump-adapted to beoperated by the power take-01f of the: vehicles. said" apparatus including,v a, pressure-operated actuating unit connected with the-discharge valvefor. opening said. valve. whenpressure: is applied thereto and for Closing said valve when'the pressure is re- 13 leased; a source of fluid pressure, a pressure line connecting the pressure source to the valve actuating unit, actuating means for engaging and disengaging the power take-01f, a manual control element connected with the power take-ofi actuating means for operating the same, a contro1 valve mounted in the pressure line exposed to the motor vacuum and adapted to be held in an open position when the motor is operated and to be closed when the motor stops, and means for connecting said control valve with the manual control element, whereby the control valve is moved into a position which will allow the motor vacuum to open the same simultaneously with engagement of the power take-off and is closed simultaneously with disengagement of said power take-01f.

5. A control apparatus for the main discharge valve of the fluid tank of a transport motor vehicle wherein the vehicle is provided with a fluid discharge pump adapted to be operated by the power take-off of the vehicle, said apparatus including, a single control element, mechanical means connecting the element to the discharge valve to open and close the same, a mechanical connection between the control element and the power take-oil, said connections permitting the single control element to open the discharge valve simultaneously with the engagement of the power take-off and to close said valve upon disengagement cf said power take-off, and vacuum operated means controlled by the vacuum of the vehicle motor for holding the control element and its associated connections in a position maintaining the discharge valve open and the power takeofi engaged so long as said motor is operating, said vacuum operated means functioning to allow movement of the control element and associated connections to effect closure of the discharge valve and disengagement of the power take-off in the event that the motor of the vehicle stops.

6. A control apparatus for afluid containing tank having a discharge line extending therefrom and also having a main discharge valve and a discharge pump connected in said line, with a prime mover for actuating said discharge pump, said apparatus including, a vacuum-operated actuating unit connected with the discharge valve for opening said valve when suction is applied to the unit and for closing the valve when the suction is released, a vacuum line extending from the suction side of the prime mover which operates the pump to said unit, whereby the prime mover vacuum is utilized to open the discharge valve, a control valve mounted in the connection between the actuating unit and the prime mover and exposed to the prime mover vacuum which holds said discharge valve open when the prime mover is operating and which automatically closes the discharge valve when the prime mover operation is halted, actuating means for the pump adapted to be connected with and disconnected from the prime mover, a manual control element connected to said actuating means for controlling its actuation, and means for connecting the control element with the control valve, whereby the control valve is released for opening movement by the prime mover vacuum simultaneously with connection of the actuating means with the prime mover and is simultaneously closed with the disengagement of said actuating means with the prime mover.

7. As a sub-combination in a control apparatus for controlling the discharge or fluid through a discharge line of a vessel, a discharge valve including, a casing adapted to be connected in the line and having a passage extending therethrough communicating with said line, a rotatable shaft extending into the casing, a valve member mounted on said shaft within the casing and having a portion thereof movable into and out of alignment with the passage to control flow therethrough, the shaft projecting outwardly from the casingand having an actuating arm at its outer end, and a spring. surrounding the shaft and having one end secured to the actuatingarm with its opposite end secured to the casing, whereby the force of the spring in torsion urges the valve member in one direction within the casing.

8. The sub-combination set forth in claim 7, together with an operating diaphragm connected with the actuating arm, whereby pressure or suction may be utilized to swing the arm and valve member against the torsional force of said spring.

9. The combination with a motor vehicle having an engine-actuated delivery pump and also having a tank provided with a main discharge valve for controlling the discharge of fluid from said tank of a control apparatus including, actuating means connected with the discharge valve for controlling operation thereof, actuating means connected with the engine for operating the pump, a single manually-operated element having connection with the valve actuating means and with the pump actuating means for simultaneously opening the discharge valve and operating the pump and for simultaneously closing the discharge valve and discontinuing operation of the pump, the valve actuating means being vacuum operated, and said valve-actuating means being connected with the engine which actuates the pump, whereby the discharge valve may be opened only when the engine is operating to actuate the pump and is automatically closed when said engine stops.

10. The combination with a motor vehicle having an engine-actuated delivery pump and also having a tank provided with a main discharge valve for controlling the discharge of fluid from said tank of a control apparatus including, actuating means connected with the discharge valve for controlling operation thereof, actuating means connected with the engine for operating the pump, a single manually-operated element having connection with the valve actuating means and with the pump actuating means for simultaneously opening the discharge valve and operating the pump and for simultaneously closing the discharge valve and discontinuing operation of the pump, the valve-actuating means being pressure-actuated, and the pressure for operating said-valve-actuating means being provided by a pressure system operated by the engine of the motor vehicle, whereby the discharge valve may be opened only when the ve hicle engine is operating and is automatically closed when said engine stops.

, l1. Thecombination with a motor vehicle having an engine-actuated delivery pump and also having a tank provided wtih a main discharge valve for controlling the discharge of fluid from said tank of a control. .apparatus including, actuating means connected with the discharge valve for controlling operation thereof, actuating means connected with the engine for operatingthe pump, a single manually-operated element having connectionwith the valve actuati mea and i he p mvtact t ngmeee vacuum-operated switch which is operated by the motor of the Vehicle, and said switch being electrically connected in the electrical circuit of the valve-actuating solenoid, whereby said switch is closed only when the motor of the vehicle is operating.

17. A control apparatus for a fluid containing tank having a discharge line extending therefrom and also having a main discharge valve and a discharge pump connected in said line, with a prime mover for actuating said discharge pump, said apparatus including, actuating means connected with the discharge valve for controlling operation thereof, actuating mean connected with the prime mover for operating the pump, a single manually-operated element having connection with the valve actuating means and with the pump actuating means for simultaneously opening the discharge valve and operating the pump and for simultaneously closing the discharge valve and discontinuing operation of the pump, and means independent of the manually operated element and controlled by the prime mover which operates the pump for closing the discharge valve in th event that the operation of the engine is halted.

18. A control apparatus for a fluid containing tank having a discharge line extending therefrom and also having a main discharge valve and a discharge pump connected in said line, with a prime mover for actuating said discharge pump, said apparatus including, actuating means connected with the discharge valve for controlling operation thereof, actuating means connected with the prime mover for operating th pump, a single manually-operated element having connection with the valve actuating means and with the pump actuating means for simultaneously opening the discharge valve and operating the pump and for simultaneously closing the discharge valve and discontinuing operation of the pump, the valve-actuating means being vacuumoperated, and said valve-actuating means being connected with the prime mover which actuates the pump, whereby the discharge valve may be opened only when the prime mover is operating to actuate th pump and is automatically closed when the prime mover is not operating.

VICTOR. E. LAGRANGE. DANIEL J. PARMESAN.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,696,738 Stedwell Dec. 25, 1928 1,825,775 Brubaker Oct. 6, 1931 2,002,757 Shand May 28, 1935 2,037,020 Holby Apr. 14, 1936 2,037,021 Holby Apr. 14, 1936 2,182,969 Madigan Dec, 12, 1939 2,361, 05 Marmor Oct. 24, 1944 2,366,925 May Jan. 9, 1945 

